CN220974363U - Vehicle body suspension structure and vehicle with same - Google Patents

Abstract

The utility model discloses a vehicle body suspension structure and a vehicle with the same, wherein the vehicle body suspension structure comprises: an upper bracket adapted to connect and support a cab; one end of the swing arm is rotatably connected with the upper bracket; the support frame is suitable for being mounted on a frame, and the other end of the swing arm is rotatably connected with the support frame; a vibration reduction mechanism, the vibration reduction mechanism comprising: the main vibration reduction block is connected to one end of the swing arm; the upper end of the lower connecting part is connected with the main vibration reduction block, and the lower end of the lower connecting part is connected with the supporting frame; the auxiliary vibration reduction block is connected to the lower connecting part and surrounds the main vibration reduction block. The vehicle body suspension structure provided by the embodiment of the utility model has the advantages of good vibration reduction effect, improved driving comfort, weight reduction, cost reduction and the like.

Description

Vehicle body suspension structure and vehicle with same

Technical Field

The utility model relates to the technical field of automobile suspension, in particular to a vehicle body suspension and a vehicle with the same.

Background

Along with the acceleration of infrastructure construction, the demand of resource products such as grit material, iron powder, coal, rubble is constantly increasing, under the prerequisite that satisfies on-the-fly and annual inspection, furthest promotes the loading ability of product and can increase user's income by a wide margin, and the user tends to younger simultaneously, can improve the cab travelling comfort and imperative.

The vehicle body suspension structure in the related art usually adopts the vibration damping air bag to damp, but the vibration damping air bag can only play a role in damping in a single direction, so that the vibration damping effect of the vehicle running under severe working conditions is poor, the comfort of personnel in a cab is poor, and the vibration damping air bag is complex in structure, heavy in weight and high in cost.

Disclosure of utility model

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a vehicle body suspension structure having advantages of good vibration reduction effect, improved driving comfort, reduced weight, reduced cost, and the like.

The utility model also provides a vehicle with the vehicle body suspension structure.

In order to achieve the above object, according to an embodiment of the present utility model, there is provided a vehicle body suspension structure including: an upper bracket adapted to connect and support a cab; one end of the swing arm is rotatably connected with the upper bracket; the support frame is suitable for being mounted on a frame, and the other end of the swing arm is rotatably connected with the support frame; a vibration reduction mechanism, the vibration reduction mechanism comprising: the main vibration reduction block is connected to one end of the swing arm; the upper end of the lower connecting part is connected with the main vibration reduction block, and the lower end of the lower connecting part is connected with the supporting frame; the auxiliary vibration reduction block is connected to the lower connecting part and surrounds the main vibration reduction block.

The vehicle body suspension structure provided by the embodiment of the utility model has the advantages of good vibration reduction effect, improved driving comfort, weight reduction, cost reduction and the like.

According to some embodiments of the utility model, the lower connection portion comprises: the lower end of the lower vibration reduction block is connected with the support frame; the central connecting plate is connected to the top of the lower vibration reduction block and is connected with the main vibration reduction block; the upper turning plate is connected to the outer peripheral side of the central connecting plate and turned upwards, and the auxiliary damping block is connected to one side, facing the main damping block, of the upper turning plate.

According to some embodiments of the utility model, the included angle between the upper flap and the central connection plate is an obtuse angle.

According to some embodiments of the utility model, the upper flap comprises: front turning plate, rear turning plate, left turning plate and right turning plate; the secondary vibration reduction block includes: the front vibration reduction block is connected with the front turning plate, the rear vibration reduction block is connected with the rear turning plate, the left vibration reduction block is connected with the left turning plate, and the right vibration reduction block is connected with the right turning plate.

According to some embodiments of the utility model, the front turning plate and the rear turning plate are symmetrically arranged on the front side and the rear side of the main vibration reduction block, and the left turning plate and the right turning plate are symmetrically arranged on the left side and the right side of the main vibration reduction block.

According to some specific embodiments of the utility model, the front damper mass, the rear damper mass, the left damper mass and the right damper mass are each configured as a cuboid.

According to some embodiments of the utility model, the front flap, the rear flap, the left flap, and the right flap are each configured as a rectangle; the front vibration reduction block is positioned at the center of the front turning plate, the rear vibration reduction block is positioned at the center of the rear turning plate, the left vibration reduction block is positioned at the center of the left turning plate, and the right vibration reduction block is positioned at the center of the right turning plate.

According to some specific embodiments of the utility model, the main damping block and the lower damping block are each configured in a cylindrical shape, and a central axis of the main damping block and a central axis of the lower damping block are offset from each other.

According to some embodiments of the utility model, the vibration damping mechanism further comprises: the upper connecting pin shaft is connected to the upper end of the main vibration reduction block in a vulcanization mode and hinged to one end of the swing arm; and the lower connecting pin shaft is connected to the lower end of the lower vibration reduction block in a vulcanization manner and hinged to the supporting frame.

An embodiment according to a second aspect of the present utility model proposes a vehicle comprising: a frame; a cab configured with a gantry; according to the vehicle body suspension structure of the above embodiment of the utility model, the vehicle body suspension structure is connected to the portal frame through the upper bracket, and the vehicle body suspension structure is mounted to the vehicle frame through the support frame.

According to the vehicle provided by the embodiment of the utility model, the vehicle body suspension structure provided by the embodiment of the utility model has the advantages of good vibration reduction effect, improved driving comfort, weight reduction, cost reduction and the like.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

Fig. 1 is a schematic structural view of a vehicle body suspension structure according to an embodiment of the present utility model;

FIG. 2 is a schematic structural view of a vibration damping mechanism according to an embodiment of the present utility model;

FIG. 3 is a top view of a vibration reduction mechanism according to an embodiment of the present utility model.

Reference numerals:

The vehicle body suspension structure 1, the upper bracket 100, the swing arm 200, the support frame 300, the vibration reduction mechanism 400, the front flap 401, the rear flap 402, the left flap 403, the right flap 404, the main vibration reduction block 410, the lower connecting portion 420, the auxiliary vibration reduction block 430, the upper connecting pin 440, the lower connecting pin 450, the lower vibration reduction block 421, the center connecting plate 422, the upper flap 423, the front vibration reduction block 431, the rear vibration reduction block 432, the left vibration reduction block 433, and the right vibration reduction block 434.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the utility model, "a plurality" means two or more, and "a number" means one or more.

A vehicle body suspension structure 1 according to an embodiment of the present utility model is described below with reference to the drawings.

As shown in fig. 1 to 3, a vehicle body suspension structure 1 according to an embodiment of the present utility model includes an upper bracket 100, a swing arm 200, a support frame 300, and a vibration damping mechanism 400.

The upper bracket 100 is adapted to connect and support a cab. One end of the swing arm 200 is rotatably connected to the upper bracket 100. The support frame 300 is suitable for being mounted on a vehicle frame, and the other end of the swing arm 200 is rotatably connected to the support frame 300. The vibration damping mechanism 400 includes: a main damping block 410, a lower connection part 420, and a sub damping block 430. The main damping block 410 is connected to one end of the swing arm 200. The upper end of the lower connection part 420 is connected to the main damper block 410, and the lower end of the lower connection part 420 is connected to the support frame 300. The sub vibration damping block 430 is connected to the lower connection part 420 and surrounds the main vibration damping block 410.

For example, the vehicle body suspension structure 1 of the present embodiment is a multi-azimuth suspension structure, and mainly uses other components to cooperate with the auxiliary vibration damper 430 and the main vibration damper 410 located in multiple directions to achieve the vibration damping effect. The upper part of the main vibration damping block 410 is connected with the bottom of the cab through a connecting piece such as a pin shaft, the lower part of the main vibration damping block 410 is connected with the upper part of the lower connecting part 420 of the vibration damping mechanism 400, the auxiliary vibration damping blocks 430 are respectively connected with components of the lower connecting part 420 in multiple directions, and the auxiliary vibration damping blocks 430 of multiple directions encircle the main vibration damping block 410 and are spaced apart from the main vibration damping block 410. When the vibration is less, only the main vibration damper 410 plays a role in vibration damping, when the vibration damper is in a severe working condition, the deformation and displacement amplitude of the main vibration damper 410 are larger, the main vibration damper 410 is in contact with the auxiliary vibration damper 430, and the auxiliary vibration damper 430 can be inserted into the auxiliary main vibration damper 410 to play a role in vibration damping.

According to the vehicle body suspension structure 1 of the embodiment of the utility model, the auxiliary vibration damping blocks 430 are positioned at a plurality of positions of the lower connecting part 420 and surround the main connecting block 410, so that multidirectional vibration damping points are provided for the vehicle body suspension structure 1, impact force is effectively dispersed and absorbed, and vibration damping effect and stability are enhanced. When the vehicle body receives an impact force, the main damper block 410 is compressed, and the impact is reduced to the vehicle interior by the elastic restoring force acting as a buffer. When the vehicle receives a larger impact force, since the main vibration-reducing block 410 and the auxiliary vibration-reducing block 430 are arranged at intervals, multi-order vibration reduction can be realized, the auxiliary vibration-reducing block 430 can realize auxiliary vibration reduction to the main vibration-reducing block 410 by being connected with the lower connecting part 420, the auxiliary vibration-reducing block 430 can reduce the functions of body roll and transverse swing, and meanwhile, the impact force of the lower connecting part 420 can be absorbed, the degree of being transferred to the main vibration-reducing block 410 is reduced, and the vibration-reducing effect is realized together. The vibration isolation rate of the rear suspension of the vehicle body can be effectively increased through the matching of the main vibration attenuation block 410 and the auxiliary vibration attenuation block 430, the vibration buffering capacity of the vehicle in all directions is increased, the vibration attenuation smoothness in the whole vehicle running process is optimized to a certain extent, the vehicle is enabled to run more stably, and the driving comfort is improved. Meanwhile, the main vibration reduction block 410 and the auxiliary vibration reduction block 420 can be rubber components, have good elastic deformation capability and damping performance, are gradually and truly rapid in 410 and the auxiliary vibration reduction block 420, can deform in a proper range, effectively reduce vibration and impact force, and can further realize the requirement of multidirectional vibration reduction under the condition of meeting the requirement of the rigidity strength of the whole structure. In addition, compared with the damping structure of the air bag structure, the damping structure adopting the main damping block 410 and the auxiliary damping block 420 has lower cost and weight.

Therefore, the vehicle body suspension structure 1 according to the embodiment of the utility model has the advantages of better vibration reduction effect, improved driving comfort, weight reduction, cost reduction and the like.

In some embodiments of the present utility model, as shown in fig. 2, the lower connection part 420 includes a lower vibration reduction block 421, a central connection plate 422, and an upper flap 423. The lower end of the lower vibration damping block 421 is connected to the supporting frame 300. The center connection plate 422 is connected to the top of the lower damper block 421 and is connected to the main damper block 410. The upper flap 423 is connected to the outer peripheral side of the center connection plate 422 and is folded upward, and the sub damper block 430 is connected to the side of the upper flap 423 facing the main damper block 410.

The upward bending of the upper turning plate 423 into a groove shape can increase the rigidity of the whole structure, improve the strength and rigidity of the vehicle body suspension structure 1, adapt to different road condition requirements, install the auxiliary vibration reduction block 430 on one side of the upper turning plate 423 facing the main vibration reduction block 410, and the auxiliary vibration reduction block 430 can increase the vibration reduction effect of the device, bear a part of the vehicle body load, thereby dispersing the load and keeping the balance and stability of the vehicle body.

In some embodiments of the present utility model, as shown in fig. 2, the included angle between the upper flap 423 and the central connection plate 422 is an obtuse angle. The inclination angle of the auxiliary vibration reduction block 430 and the main vibration reduction block 410 is moderate, and the stress of the main vibration reduction block 410 and the auxiliary vibration reduction block 430 is more reasonable when the main vibration reduction block 410 is inclined and sways transversely, so that the vibration and impact of the road surface are absorbed and relieved better, the inclination and swaying of the vehicle body are reduced effectively, the jolt effect of the vehicle is reduced, and the riding comfort is improved. Meanwhile, the obtuse angle structure can uniformly distribute and bear the load from the vehicle body suspension structure 1, reduce local stress concentration, improve the reliability and durability of the vehicle body suspension structure 1 and prolong the service life of each part.

In some embodiments of the utility model, as shown in fig. 1 and 2, the upper flap 423 includes a front flap 401, a rear flap 402, a left flap 403, and a right flap 404. The auxiliary vibration reducing block 430 includes a front vibration reducing block 431, a rear vibration reducing block 432, a left vibration reducing block 433 and a right vibration reducing block 434, the front vibration reducing block 431 is connected to the front turning plate 401, the rear vibration reducing block 432 is connected to the rear turning plate 402, the left vibration reducing block 433 is connected to the left turning plate 403, and the right vibration reducing block 134 is connected to the right turning plate 404. The front turning plate 401, the rear turning plate 402, the left turning plate 403 and the right turning plate 404 are respectively connected with the corresponding vibration reduction blocks, so that the vibration and impact force of the vibration reduction blocks can be absorbed and reduced, and a smoother driving experience is provided. And the upper turning plate 423 and the auxiliary vibration reduction block 430 are connected with each other, so that the rigidity and stability of the vehicle body can be improved, better suspension support is provided, and the steering performance of the vehicle is improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the front flap 401 and the rear flap 402 are symmetrically disposed at both front and rear sides of the main damper block 410, and the left flap 403 and the right flap 404 are symmetrically disposed at both left and right sides of the main damper block 410. Through setting up preceding curb plate 401, back turn over board 402, left turn over board 403 and right turn over board symmetry as the center with main damping piece 410, can balance the load of frame suspension structure 1 received fore-and-aft and left-right direction, through symmetrical structure, can evenly distribute the load, avoid the inhomogeneous load of automobile body suspension structure 1, can also provide stable damping capacity, improve the stability of whole structure.

In some embodiments of the present utility model, the front damping mass 431, the rear damping mass 432, the left damping mass 433 and the right damping mass 434 are each configured as a rectangular parallelepiped. The auxiliary vibration reduction blocks 430 in four directions are all configured into a cuboid, so that the contact area between the auxiliary vibration reduction blocks 430 and the turning plates 423 in four directions can be increased, more stress areas are provided, and the auxiliary vibration reduction blocks 430 in four directions can absorb vibration better when impacted, so that the stability and the driving comfort of a vehicle are improved.

In some embodiments of the utility model, the front flap 401, the rear flap 402, the left flap 403, and the right flap 404 are each configured as rectangular shapes. The front damper block 431 is located at the center of the front flap 401, the rear damper block 432 is located at the center of the rear flap 402, the left damper block 433 is located at the center of the left flap 403, and the right damper block 434 is located at the center of the right flap 404. The balance of the structure can be maintained by respectively locating each vibration damper at the center of each turning plate, the vibration dampers uniformly distribute the load to each area, better balance is provided, unbalance and instability caused by the deflection of the main vibration damper 410 are reduced, and the working efficiency of the vehicle body suspension structure 1 is improved. And the main damping block 410 positioned at the center position can minimize the impact force applied to the vehicle during driving, thereby providing a more comfortable riding experience.

In some embodiments of the present utility model, as shown in fig. 2, the main vibration damping block 410 and the lower vibration damping block 421 are each configured in a cylindrical shape, and the central axis of the main vibration damping block 410 and the central axis of the lower vibration damping block 421 are offset from each other. By configuring both the main vibration damping block 410 and the lower vibration damping block 421 in a cylindrical shape, unbalanced forces received by the vehicle body suspension structure 1 can be effectively dispersed and absorbed, and a better damping effect can be provided, thereby improving the stability and smoothness of the vehicle. Meanwhile, the central axes of the main vibration reduction block 410 and the lower vibration reduction block 421 are offset, so that the main vibration reduction block 410 and the lower vibration reduction block 421 can move relatively independently, the effect of multiple vibration reduction is achieved, and when the main vibration reduction block 410 and the auxiliary vibration reduction block 421 are impacted, the force can be absorbed and buffered better through mutual matching and dispersion, so that the driving comfort is improved.

In some embodiments of the present utility model, as shown in FIG. 2, vibration reduction mechanism 400 further includes an upper connecting pin 440 and a lower connecting pin 450. The upper connection pin 440 is vulcanization-coupled to the upper end of the main vibration damping block 410 and hinged to one end of the swing arm 200. The lower connection pin 450 is vulcanization-coupled to the lower end of the lower vibration damping block 421 and hinged to the support frame 300. When the vehicle passes through uneven road surfaces or receives external impact force, the positions and movements of the main vibration damping block 410 and the lower vibration damping block 421 can be adjusted in a certain range through the connection action of the upper connection pin shaft 440 and the lower connection pin shaft 450, so that more stable driving experience and protection to the vehicle body are provided, the vehicle body is ensured to have certain elasticity and stability, and the driving comfort is improved.

A vehicle according to an embodiment of the present utility model is described below.

A vehicle according to an embodiment of the present utility model includes a frame, a cab, and a vehicle body suspension structure 1 according to the above-described embodiment of the present utility model. The cab is constructed with a portal frame. The body suspension 1 is connected to the portal frame via an upper bracket 100, and the body suspension 1 is mounted to the vehicle frame via a support frame 300. The frame is as the skeleton of vehicle structure, can transmit vibration and the impact force that the vehicle received to the vehicle body suspension structure 1 through support frame 300, and vehicle body suspension structure 1 realizes the damping effect to the vehicle through self damping function, then transmits the load after the damping to the driver's cabin through the connection of portal frame and upper bracket 100, has improved the travelling comfort and the security of traveling.

According to the vehicle of the above embodiment of the present utility model, by using the vehicle body suspension bracket 1 according to the embodiment of the present utility model, there are advantages of good vibration reduction effect, improved driving comfort, reduced weight, reduced cost, and the like.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A vehicle body suspension structure, characterized by comprising:

an upper bracket adapted to connect and support a cab;

one end of the swing arm is rotatably connected with the upper bracket;

The support frame is suitable for being mounted on a frame, and the other end of the swing arm is rotatably connected with the support frame;

A vibration reduction mechanism, the vibration reduction mechanism comprising:

The main vibration reduction block is connected to one end of the swing arm;

The upper end of the lower connecting part is connected with the main vibration reduction block, and the lower end of the lower connecting part is connected with the supporting frame;

The auxiliary vibration reduction block is connected to the lower connecting part and surrounds the main vibration reduction block.

2. The vehicle body suspension structure according to claim 1, characterized in that the lower connecting portion includes:

the lower end of the lower vibration reduction block is connected with the support frame;

The central connecting plate is connected to the top of the lower vibration reduction block and is connected with the main vibration reduction block;

the upper turning plate is connected to the outer peripheral side of the central connecting plate and turned upwards, and the auxiliary damping block is connected to one side, facing the main damping block, of the upper turning plate.

3. The vehicle body suspension structure according to claim 2, wherein an included angle between the upper flap and the center connection plate is an obtuse angle.

4. The vehicle body suspension structure according to claim 2, characterized in that the upper flap includes: front turning plate, rear turning plate, left turning plate and right turning plate;

The secondary vibration reduction block includes: the front vibration reduction block is connected with the front turning plate, the rear vibration reduction block is connected with the rear turning plate, the left vibration reduction block is connected with the left turning plate, and the right vibration reduction block is connected with the right turning plate.

5. The vehicle body suspension structure according to claim 4, wherein the front flap and the rear flap are symmetrically disposed on front and rear sides of the main vibration damper, and the left flap and the right flap are symmetrically disposed on left and right sides of the main vibration damper.

6. The vehicle body suspension structure according to claim 4, wherein the front damper block, the rear damper block, the left damper block, and the right damper block are each configured as a rectangular parallelepiped.

7. The vehicle body suspension structure according to claim 6, wherein the front flap, the rear flap, the left flap, and the right flap are each configured in a rectangular shape;

The front vibration reduction block is positioned at the center of the front turning plate, the rear vibration reduction block is positioned at the center of the rear turning plate, the left vibration reduction block is positioned at the center of the left turning plate, and the right vibration reduction block is positioned at the center of the right turning plate.

8. The vehicle body suspension structure according to claim 2, characterized in that the main vibration damping block and the lower vibration damping block are each configured in a cylindrical shape, and a center axis of the main vibration damping block and a center axis of the lower vibration damping block are offset from each other.

9. The vehicle body suspension structure according to claim 2, characterized in that the vibration damping mechanism further comprises:

The upper connecting pin shaft is connected to the upper end of the main vibration reduction block in a vulcanization mode and hinged to one end of the swing arm;

and the lower connecting pin shaft is connected to the lower end of the lower vibration reduction block in a vulcanization manner and hinged to the supporting frame.

10. A vehicle, characterized by comprising:

a frame;

a cab configured with a gantry;

The vehicle body suspension structure according to any one of claims 1 to 9, being connected to the portal frame through the upper bracket, the vehicle body suspension structure being mounted to the vehicle frame through the support frame.